Horizons September 2014

September 2014 Issue 41
LNG-fuelled future
A review of Lloyd's Register's gas
projects including some notable
ferries around the globe
Germany delivers
Meet Lloyd's Register's new team in
their grand Hamburg HQ and read
about some exciting LR projects
Boxing clever
New generations of safe, secure
and effcient large container ships
The Greek
Shipping Miracle
The story of George
M. Foustanos
Loch Seaforth
A hybrid German
project for a Scottish
owner
26
Port state
control
LR tops the Paris
MoU ratings
8
News
Stories about LR and
our activities round
the world
Type approval
LR streamlines a
major service for
clients
LNG-fuelled
shipping
Going global with
Lloyds Register
Container ships
New generations
Gateway to
Germany
Meet the
Hamburg team
Oldendorff
Carriers
The rise and rise of
a leading dry bulk
carrier
TSC
German trio launch
ship management
company
Yachts
Sector thrives as
demand rises
3
9
22
16
32
34 30
18
10
Contents
Horizons is the journal for Lloyds Register
Marine clients and employees, delivering
news and analysis on our global activities.
The Horizons teamare:
Editor: Christopher Browne
E chris.browne@lr.org
T (0)2380 249604
Marine Communications Manager:
Nick Brown
Design & production:
Clever Clogs Creative
Horizons is produced by Marine
Communications. Care is taken to ensure the
information it contains is accurate and up to
date. However Lloyds Register accepts no
responsibility for inaccuracies in, or changes
to, such information.
Lloyds Register is a trading name of Lloyds
Register Group Limited and its subsidiaries
and affliates. For further details please see
www.lr.org/entities
Lloyds Register 2014
September 2014 Issue 41
Lloyds Register EMEA
T +44 (0)20 7709 9166
F +44 (0)20 7488 4796
E emea@lr.org
71 Fenchurch Street, London
EC3M4BS, UK
Lloyds Register Asia
T +852 2287 9333
F +852 2845 2616
E asia@lr.org
22nd Floor, Dah Sing Financial Centre,
108 Gloucester Road, Wanchai,
Hong Kong, SAR of PRC
Lloyds Register Americas, Inc
T +1 (1)281 675 3100
F +1 (1)281 675 3139
E americas@lr.org
1330 Enclave Parkway, Suite 200,
Houston, Texas 77077, USA
Cover image shows the LR-classed MSC London (left) shortly before she was delivered
at STX Offshore & Shipbuilding, South Korea, in July. Owned by Zodiac Maritime, the
Panama-fagged vessel is the largest container ship in the MSC feet.
The Lloyd's Register Global Technology
Centre in Southampton. The new home
for LR's global Marine business, from the
autumn of 2014, will help drive innovation
and commercial and environmental
performance in shipping underpinned by
LR's commitment to safety
Sharper focus
Nick Brown is a 19-year LR veteran. He began
his career as a graduate engineer before
starting work as a feld surveyor. Since leaving
the feld he has held increasingly important
business development and operational roles
in London and Asia. Before returning to the
Marine headquarters in Southampton to take
up his most recent role as Director, Business
Development & Innovation, he was in charge of
LRs Greater China activities and operations.
Nick retains leadership of the Business
Development & Innovation team, including Luis
Benito (Marketing), Hector Sewell (Sales) and
Gwynne Lewis (Consulting), who will be joined
by LRs other Nick Brown, the Global Marine
Communications Manager.
Nick Brown, COO, said: We move into our
new Marine headquarters at the LR Global
Technology Centre in Southampton as the
commercial pressures and technical challenges
continue to mount in our industry. I will be
focused on connecting current and future client
needs with service innovation and operational
excellence to provide the support that our
clients and stakeholders need. Class continues
to evolve and we are working hard to provide
the right combination of expertise in safety,
environmental and effciency performance of
both assets and operations.
Nick Brown, previously Director Business
Development & Innovation, has been
appointed Marine Chief Operating Offcer
(COO). The change refects the growth in
Lloyds Registers Marine business, both in scale
and breadth of services.
Reporting to Marine Director Tom Boardley,
Nick is responsible for LRs four global
operating regions Asia, the Americas,
Northern Europe and Southern Europe.
Tom Boardley commented: Nicks key leadership
appointment will enable us to provide continued,
and ever-improving, delivery of our technical and
operational excellence. His appointment is driven
by growth in Lloyds Registers Marine activities and
Nick is well placed to co-ordinate global operations
to ensure successful delivery of the large orderbook
of ships being built to LR class. Nicks leadership will
also ensure that LR has the best understanding of
the technical and commercial challenges facing the
marine industry and continues to innovate services to
support our clients in meeting ever increasing safety,
environmental and effciency ambitions.
Nick Brown, Lloyds Registers Marine COO
Nick Brown
appointed Lloyds Registers
Marine Chief Operating Offcer
MHI-built Sayaendo LNG carrier launched this month
The frst of two Lloyds Register classed
155,000m LNG carriers constructed at the
Nagasaki Shipyard and Machinery Works of
Mitsubishi Heavy Industries (MHI) is due to be
delivered this month (September), with the
second expected in December.
The MHI-owned ships which are named Sayaendo
meaning peas in a pod in Japanese are ftted with
continuous tank covers instead of the semi-spherical
Moss tanks usually associated with LNG carriers of this
type. The vessels will be among the frst LNG carriers
to be ftted with a reheat steam turbine propulsion
plant, giving them increased overall energy effciency.
They will play a vital role in Japans energy supply
security in the aftermath of the 2011 Tohoku
earthquake. Since then, LNG has made up most of the
shortfall previously flled by nuclear energy.
While these ships are compatible with most export and
import terminals, the size, capacity and arrangement
are also specifcally designed for transiting the
widened Panama Canal, scheduled to re-open in 2015,
allowing LNG exports from the US Gulf and east coasts
to reach Japan via the Pacifc Ocean.
In between the delivery of the two Sayaendos MHI
will deliver an LR-classed 145,000m conventional
Moss LNG carrier, also ftted with a reheat steam
turbine. Since the 1980s, LR has classed 20 LNG
carriers ftted with Moss spherical tanks.
Our association with shipbuilding in Japan can be
traced to the survey of the frst ocean-going ships
constructed in Nagasaki in the 1890s. Today, LR
remains committed to serving Japanese industry
and clients with our expanded portfolio of services
delivered via our main offces in Yokohama, Nagasaki
and Kobe.
An LR-classed Sayaendo LNG carrier shortly before delivery
To fnd out more about the MHI Sayaendos
and other LNG carrier projects, gas as a
marine fuel and gas technology in general
read LRs March 2014 Gas Technology Report
www.lr.org/horizons www.lr.org/horizons
Horizons September 2014
2 3
News
LR has signed a memorandum of
understanding (MoU) with GE Marine, a
leading global manufacturer of marine
propulsion systems, products and services,
to identify potential gas turbine-powered
commercial ship projects.
Through the MoU we will identify target segments
and commercial customers for our highly-effcient
marine has turbine systems, said Brien Bolsinger,
VP Marine Operations, of GE Marine, based in
Evendale, Ohio. GE already has an established base
of 90 marine gas turbines operating on 17 cruise
ships, fve high-speed yachts and 19 fast ferries.
GEs gas turbine systems are unique in their
ability to offer power density (i.e. high power in a
lightweight, small footprint unit), fuel fexibility,
and optional, highly reliable Dry Low NOx Emissions
(DLE) combustion system technology. GEs DL
combustion system can meet Tier III IMO/Tier IV US
Environmental Protection Agency requirements
needing no exhaust treatment when operating on
natural gas or on liquid fuels in combined cycle.
Nick Brown, LRs Marine COO, said:This MoU
will allow us to work with some of the leading
shipyards to approve in principle GE gas turbine-
powered commercial vessels for global customers.
GE Marine and LR sign gas turbine power agreement
We can assist shipping industry stakeholders with
understanding how the technical performance
of these gas turbines can help meet commercial
requirements. We always welcome shipowners and
operators who would like to participate in joint
development projects involving new applications.
In December last year, it was announced that GE
Marine, Dalian Shipbuilding Industry Company
(DSIC) and LR have jointly developed a design for
a gas turbine-powered LNG carrier. The carrier
will provide low-lifecycle-cost, high environmental
performance and fexible design.
Signing ceremony: LRs Marine Director Tom Boardley (l)
with Brien Bolsinger, VP Marine Operations, GE Marine
Our business decisions need to become more
resilient to these changes in global trends. We
need to transform the way we work, thinking more
long term rather than adopting the swapability
approach, said Palmer. LRs expertise is helping
to create this change and supporting our clients to
make sure they make the right sustainable business
decisions.
Our evolving approach also refects the Sustainable
Shipping Initiative launched three years ago by
shipping leaders from around the world, with LR
as one of the founder members. This ambitious
coalition is taking practical steps to change some
of the maritime sectors greatest challenges and
opportunities.
We have seen a discernible shift in the shipping
industry as it moves from operating within
compliance to a far deeper understanding of
the social value of shipping and how embedding
sustainability as part of business-making decisions
creates opportunities, said Palmer.
At LR we recognise the need for transformation
and, through collaboration and innovation, with
the move to the GTC, it seems timely that this
should occur now, she added.
To refect the greater emphasis on a
sustainable maritime transportation system,
Lloyds Register has changed the focus of its
Marine Environment team to Environment and
Sustainability.
The reason for the shift is to refect the need for
a more sustainable outlook in the shipping supply
chain. The maritime industry needs to ensure it
remains a sustainable mode of transportation and
the role it plays in the global supply chain is vital to
sustainable development, said Katharine Palmer,
Manager of the Environment and Sustainability team.
The impact of sustainable development was the
theme of the 2013 Maritime Day when, in his
address, IMO Secretary General Koji Sekimizu
said: Maritime transport is central to sustainable
development and the maritime transportation
system itself must, therefore, ensure that its
development is also sustainable.
Sustainable development is development
that meets the needs of the present without
compromising the ability of future generations
to meet their own needs this defnition was
issued as long ago as 1987 but were still trying to
understand what this means. The concept can be
interpreted in many different ways but at its core
is the balance and often competing needs of the
environmental, social and economic limitations
society faces. All too often, our business decisions
are driven by one particular need.
In our recent Global Marine Trends 2030 study
we forecast the major changes likely to occur
before 2030 such as the growth of world trade, a
rising global population and an increase in living
standards a changing agenda with sustainability
at its core.
Setting the agenda with sustainability
Katharine Palmer,
LRs Environment and
Sustainability Manager
Lloyds Register has been shortlisted for the
prestigious Lloyds List Global Awards. The EU
LYNCEUS project, of which LR is one of several
industry partners, has been shortlisted for the
Innovation Award. LRs Ship Emergency Response
Service (SERS) has been shortlisted for the
Environment Award, which honours those that
have done the most to reduce the pollution of our
oceans through ship design or environmental policy.
The Innovation Award recognises new ideas,
ship designs, equipment and services that offer
distinct business improvements. The award is given
to the technology solution the judges believe
demonstrates the innovation needed to move
shipping forward.
LYNCEUS has been nominated for the technology
it is developing to revolutionise ship emergency
management and evacuation. The system at the
centre of the project uses a combination of ultra-
low power wireless body-area-network technology
and lifejacket-mounted refectors tracked by an
Unmanned Aerial Vehicle (UAV). This technology
enables the swift location and rescue of people in
danger, either on board or in the sea.
LR nominated for Lloyds List awards
SERS has been recognised for its commitment to
effectively responding to ship emergencies and
reducing risks to the environment, passengers, crew
and cargo. With experience of more than 250 live
incidents and over 1,400 emergency exercises, SERS
has earned a worldwide reputation as the leading
provider of emergency response damage calculation
and support services.
The winners of the Lloyds List Global awards will
be announced at a special ceremony at Londons
Lancaster Hotel on 30 September this year.
The Lloyds List Global Awards recognise
the industrys successes, set a benchmark for
excellence and reward innovative ideas that
have pushed the boundaries of what is possible.
The awards have earned a reputation for being
diffcult to win and are seen as a signifcant
achievement by the industry.
DFDS, northern Europes largest integrated shipping
and logistics company, is transferring eight ships into
Lloyds Register class to help further support DFDS
Seaways operational activities.
DFDS Seaways operates a network of 30 routes
with 50 freight and passenger ships, while DFDS
Logistics provides freight and logistics services in
Europe with trailers, containers and rail.
Lloyds Registers Ship Emergency Response
Programme (SERS) has also been contracted feetwide
to provide damage stability and crisis support to DFDS,
further extending the safety and operational services
available to DFDS.
Kasper Moos, Vice President of DFDS, said: We have
decided to transfer a number of our ships to LR in
order to reduce the number of partners and achieve
a leaner process in our daily work with the class. LR
has already proven that they have the size and the
services we need for fully covering our needs for a
safe and effcient operation of our ships.
Lloyds Registers Kim Wiese, Marine Business
Development Manager for Denmark, said: Our
relationship has been strengthened through the
agreement to transfer a number of vessels to LR
Class. Furthermore, enrolling their feet into our SERS
programme shows DFDSs commitment to safety of
life at sea and their care for the environment.
Lloyds Register signs ToC contract with DFDS
4 5
News
LR is working with Portsmouth International Port to
identify technical specifcations and develop operating
procedures for safe bunkering at the port. The project
will enable the port to further its ambitions to become
the UKs frst LNG bunkering facility and hub.
Leonidas Karistios, LRs Global Gas Technology
Manager, said: Obviously with growing demand
for LNG, ports are looking to ensure that they have
the right, safe, approach to support operational
and commercial ambitions. With a city adjacent
to the port, signifcant ferry traffc and a large
naval presence, there are substantial and varied
stakeholder aspects to be addressed.
Brittany Ferries latest newbuild, which is gas-fuelled and
scheduled for delivery in 2016 (see LRs Gas Technology
Report, March 2014, at www.lr.org/gas), will call at
Portsmouth, where LNG bunkering will take place.
LRs Global Special Projects Manager, Thanos
Koliopulos, said: We can use experience gained
in projects like Singapore Port and Viking Grace to
apply real project experience to deliver advice for
the planning and execution of LNG bunkering to
both the port and its bunkering service providers.
Particular attention is given to the effective
planning and execution of the ports main clients
compatibility of operations and all technical aspects
for bunker tanker and receiving ships facilities.
We can help Portsmouth get ready for real LNG
bunkering operations, not only for ferry and shortsea
shipping, but our global expertise and perspective
can also help them to prepare for supporting LNG-
fuelled deepsea shipping requirements.
LR project supports safe bunkering in Portsmouth
Portsmouth International Port
Computer-generated image of Brittany Ferries LNG-fuelled ferry
The Lloyds Register Foundation has linked
with The Welding Institute (TWI) to provide
15 million research funding for the UKs frst
National Structural Integrity Research Centre
(NSIRC) now nearing completion in Cambridge.
The collaboration between the LR Foundation and
TWI over the next 10 years is aimed at inspiring and
engaging the next generation of marine and energy
engineers at the NSIRC, providing fundamental
science and industry-driven research opportunities
aligned with a postgraduate education programme.
As a founder sponsor of the NSIRC initiative,
the LR Foundations funding will create up to
83 PhD and EngD studentships. The research
will help to support the Foundations charitable
aims by focusing on improving the safety of
the critical infrastructure that todays society
relies on, particularly in the energy, marine and
transportation sectors.
LR Foundation and Welding Institute in research link-up
By conducting research
into different areas of
structural integrity and
new areas of technology,
Foundation students
will be able to gain
recognised postgraduate degree qualifcations
through NSIRCs established relationships with
leading universities in the UK and overseas.
Professor Richard Clegg, Managing Director of the
LR Foundation, said:Our vision is to be known
worldwide as a leading supporter of engineering-
related research, training and education. This
funding agreement is a signifcant step in the
delivery of our new funding strategy and provides
a model for future investments. We want to focus
on long-term grants with targeted institutions that
deliver both impact and excellence.
A Lloyds Register report looks at the commercial landscape, regulatory
issues and technical realities of a new trade in ethane emerging as a
result of increased US gas production and the technology required
for large ethane carriers
Seaborne ethane and demand for a new
ship type very large ethane carriers (VLECs)
US ethane production capability, as a by-product of
total increased US gas production, is under-utilised.
The potential exists for annual exports of 1 million
tonnes of ethane to provide employment for 0.18
million m of shipping capacity if shipped to North
Europe, a further 0.32 million m if shipped to
South Asia and a similar amount to China through
the Panama Canal. Projects are now underway to
produce and move this ethane.
Seaborne ethane: a report into the commercial
need and technical requirements for very large
ethane carriers released by LR looks at the risks and
challenges in developing a safe and effcient trade
in ethane using larger ships and requiring ethane-
specifc technical solutions.
The window of opportunity to tie up ethane
exports and secure tonnage to serve this trade is
now open to feed potential markets in Europe and
Asia, says Tim Protheroe, President, Lloyds Register
North America Inc. Lloyds Register has identifed
the technical risks and best technical pathways
to help ensure that near-term demand for large
VLECs can be met by shipyards and gas containment
system suppliers.
Our job is to help anyone looking at trading
ethane to make the best commercial decisions
based on the best technical insight as well as
working with regulatory bodies such as the US
Coast Guard and fag administrations to ensure that
the risks are understood.
One of the critical factors to be addressed is the
containment technology used in very large ethane
carriers (VLECs) as traders look for the most effcient
shipping options.
Leonidas Karistios, LRs Global Gas Technology
Manager, says: We have been studying the
potential for ethane for over a year and we asked
the question, What would a safe and effcient
80,000 m ethane carrier look like?. The answer
is that to transport larger quantities in a single
hull will almost certainly require the adoption of
alternatives to Type C gas containment systems.
Historically ethane has been transported in small
liquefed ethane/ethylene carriers (LECs) designed
and constructed to carry ethylene (boiling point
104C) as well as ethane and other normal LPG
cargoes. All these vessels have Type C containment
systems and it is estimated that the maximum
feasible size of a ships with Type C cargo tanks is
around 40,000 m. Its not impossible that Type
C tanks could work, and it is important to keep
reviewing the technology being developed, says
Karistios.
The study evaluates all tank technology options and
identifes that, for ethane carriers of 80,000 m and
over, the adoption of either prismatic Type B tanks
or membrane systems would provide the likely best
technical design pathways based on a ship with
three to four tanks.
Cover of Lloyd's Register's report into seaborne ethane
and very large ethane carriers (VLECs) You can obtain a
copy of the report on www.lr.org/ethane
6 7
News
A major recruitment drive was recently
launched by Lloyds Register to further
expand our role as a leading Type Approval
(TA) specialist for materials, component
and equipment manufacturers in the global
marine, shipping and engineering industries.
Over the past year, 12 new roles have been created
in Shanghai and Hamburg and a further 18 jobs are
set to be flled over the next few months. LR is also
streamlining the TA service. Clients can now obtain
and renew certifcates and access LRs existing
database on the LR website at http://www.lr.org/
en/marine/compliance/type-approval/ which will
include a new client database early in 2015.
Bob Smart, LRs Global Marine Technical Services
Manager, said: Our objective with the recruitment
drive and all the improvements we are making is
to offer our TA clients an even better and more
hands-on service than we have done before.
Upgrading our databases and associated systems
will make it easier to issue certifcates and make
them available for clients online. It will also
automate some of our processes, fagging up
renewals and making it possible to offer our
clients a more proactive service.
LR issues Type Approval certifcates on behalf of
Flag states, MED certifcates, EU MR certifcates and
LR Type Approval certifcates. It covers a wide range
of products including Works Approvals, Approval of
Welding Consumables, Type Approval of Electrical
and Machinery Equipment and Components, Fire
Safety products and Life Saving Appliances among
others. Interestingly, there are estimated to be
another 12,000 products that could qualify for the
TA service.
Apart from the teams in Hamburg and Shanghai, a
team of nine specialists in Lloyds Registers Marine
Technical and Engineering Services department in
Southampton have been assigned to handle TA
work and applications.
Flans Kemp, who was until recently a Lead Specialist
in LR Shanghai, was appointed Type Approval
Business Development Manager in July this year. His
responsibilities will be to co-ordinate the TA teams
and to drive its market growth.
LR raises the profle
of Type Approval
A focus on improved service, online certifcation and more people
leads to new look TA
He told Horizons: Its not just our technical support
offces and business development teams that need
to support the growth of Type Approval. Our target
clients are not the usual owners and builders of
ships, but the manufacturers of the equipment and
components themselves. And it is our surveyors who
daily work with these companies that need to feel
confdent in recommending LR Type Approval as
a worthwhile investment.
A two-page factsheet on LRs TA capabilities is
being distributed at SMM in Hamburg.
Flans Kemp profle
Flans Kemp, LRs new Type Approval Business
Development Manager, will be responsible
for the global performance of our TA services.
Flans was born and raised in the Netherlands
and studied Mechanical Engineering in
Rotterdam.
He joined Lloyds Register in Rotterdam
in 1996 as a plan approval surveyor for
machinery. During this period he developed
an in-depth knowledge of machinery piping
systems, equipment and components, pressure
equipment and machinery dynamics.
From 2008 to 2011, he led LRs machinery
team in Rotterdam before moving to Shanghai
where he led the machinery, electrical and Type
Approval teams.
Lloyds Register was the top-performing
recognised organisation (RO) at the Paris
Memorandum of Understanding (MoU) for the
three years from 2011 to 2013, fgures from the
leading port state control organisation reveal.
This means inspections carried out by LR on classed
ships in that period were better than any other RO
in the European and North Atlantic region covered
by the Paris MoU, which is one of nine international
organisations that supervise the inspection of
foreign vessels at port state control.
During this period, 11,405 inspections were carried
out on LR-classed ships, but only 10 ships were
detained for what are known as class-related factors.
Tom Boardley, LRs Marine Director, commented:
"This is a signifcant achievement, as the ranking
system is encouraging all ROs to continuously
improve their performance. In 2009, LR was
in eighth position and we realised this was
unsatisfactory, not just for our own reputation but
particularly for our clients who had put their faith
in our ability to keep their vessels trading without
the disruption of detentions. We set out to improve
our position with the initial aim of attaining a top
three position and then remaining there.
"We began a concentrated effort to improve feet
quality and help owners, managers and ships
crews to avoid detentions. This activity aligns with
our mission to promote safety and to improve the
operational performance of the feets we serve."
Lloyds Register tops European
port state control rankings
Port state control
Richard Schiferli, General Secretary of the Paris MoU
Port state control is important
Port state control is the term for inspection
regimes set up at the national level and organised
in regional areas - such as the Paris MoU - to
help ensure all ships are in compliance with
the requirements of international regulations
and that the ships are manned and operated in
compliance with these rules.
There are nine regional PSC organisations and
nine agreements on PSC, known as memoranda
of understanding (MoUs) , have been signed
covering all of the worlds oceans. They are:
Europe and the north Atlantic (Paris MoU); Asia
and the Pacifc (Tokyo MoU) ); Latin America
(Acuerdo de Via del Mar); Caribbean (Caribbean
MoU); West and Central Africa (Abuja MoU);
the Black Sea region (Black Sea MoU); the
Mediterranean (Mediterranean MoU); the Indian
Ocean (Indian Ocean MoU); and the Riyadh MoU.
A ship visiting a port in one country will normally
go to other countries in the same region before
starting its return voyage and it is to everybody's
advantage if inspections can be closely co-
ordinated. This ensures that as many ships as
possible are inspected and also prevents ships
being delayed by unnecessary inspections.
The main responsibility for a ships standards lies
with its fag state, but PSC provides a safety net
to catch substandard ships.
Tom Boardley, Lloyds Registers Marine Director
8 9
Type approval
LNG-fuelled shipping
going global with
Lloyds Register
Lloyds Register is now working on a wide and growing variety of LNG
projects worldwide supporting the expansion of LNG-fuelled shipping.
The broad spectrum of ship types and spread across the world
underlines LRs capabilities as the leading, independent classifcation
society involved in the development of LNG as a marine fuel
Lloyds Register classed newbuilding projects
won in 2014 include a large ferry in the
Netherlands, a bulk carrier project for Swedish
principals Thun; a car carrier project for
Norwegian operators and an ice breaker for the
Finnish Government.
In June, during Posidonia, Lloyds Register
announced a joint development project (JDP) for an
18,000 teu LNG-fuelled container ship design with
Piraeus, Greece based Capital Shipmanagement and
Koreas Daewoo Shipbuilding (DSME).
Then in July there was a series of announcements
involving LR and the LNG-fuelled future. LR is
supporting Portsmouth as the UK port prepares
to receive Brittany Ferries new large LNG-fuelled
ferries. While the frst of Quebec ferry operator
STQs new gas fuelled ferries, the 130-metre-long
F.-A.-Gauthier was launched at Fincantieris yard at
Castellamare di Stabia near Naples.
BC Ferries was pleased to welcome LR as the
classifcation society for its order of three new-
breed ferries. And GE Marine and Lloyds Register
signed a memorandum of understanding (MoU)
to collaborate on applying gas turbines to power
commercial ships (see News story, page 5).
Luis Benito, LRs Global Marine Marketing Manager,
is closely involved with developing LNG as fuel
opportunities working closely with Leonidas
Karistios, LRs Global Gas Technology Manager.
Says Benito: I think were seeing the evolution of
LNG-fuelled shipping in line with our analysis of the
markets, ship types and geographies that would go
for gas. You cant predict exactly who will choose
LNG or when some of these projects have been
in development for a long time. But the emphasis
on ferry trades and short sea trades within ECAs is
very much a refection of the progression we can
expect for gas-fuelled shipping. Some of these ships
are of course deep sea ready and capable but the
economics of decisions made so far has been all
about ECA operations.
Karistios explains that although LNG-fuelled
shipping has yet to be adopted by large deep sea
operators there are no technical or technology
impediments. However an area where the industry
needs to maintain high standards is in ensuring that
the risks of bunkering are managed effectively. If
serious incidents involving LNG bunkering occur
it could set back the potential for the continued
expansion of gas fuelled shipping, he says.
Luis Benito, LRs Global Marine Marketing Manager Leonidas Karistios, LRs Global Gas Technology Manager
F.- A.-Gauthier, STQs LNG-fuelled ferry
10 11
Computer-generated image of Texelstroom
A series of revolutionary LNG and dual-fuelled
ferries have been approved and classed by Lloyds
Register in 2014, demonstrating our unique
expertise and specialist knowledge in the cruise
ship and ferry technology sector. As LNG-fuelled
shipping goes global into major economies, LR is
supporting the projects that are taking the ferry
trades into a new and cleaner era.
In the ferry sector gas is particularly suitable
for short-range, ECA operations to fxed points
enabling investment in LNG refuelling capability
and regular access to bunkering opportunities.
LR recently signed a contract to class Texelstroom, a
large double-ended ferry able to carry up to 1,750
people and 350 vehicles between the island of Texel
and Dan Helder, the northernmost province of the
Netherlands. Texelstroom will be a multi-fuelled
ship with an advanced energy management system.
Predominantly dual-fuel LNG with diesel, the ship
will be supported by electric batteries and 700m of
solar panels.
The 135-metre-long, 16,400 gt vessel, which is owned
by Royal N.V. Texels Eigen Stoomboot Onderneming
(TESO), is being built at Spains La Naval Shipyard for
delivery by the end of 2015. Its revolutionary design
was supported by the European Unions iTransfer
programme which aims to make ferry transport more
freely accessible and sustainable and to encourage
more people to travel by water.
LNG focus strong on ferries
Texelstroom will have two independent engine
rooms. One engine room will be ftted with two
ABC diesel engines (2 x 2000 kW), and the other
with two ABC dual-fuel engines (also 2 x 2000 kW).
Two Rolls-Royce azimuth propellers will be installed
on each ship end, to achieve a speed of 10 knots
(economic) and 15 knots (maximum).
When it needs to switch to alternative power, it
is planned that the ferry will operate mainly on
natural gas stored in two batteries of compressed
natural gas (CNG) bottles installed on the top deck.
As well as a unique powering capability, the design
has several other features that are signifcant
for ferries operating in the north European
region. The vessel is Ice Class, which means it will
have a strengthened hull to safely navigate icy
waters. It also has LRs PCAC (Passenger and Crew
Accommodation Comfort) notation, ensuring a safe
and comfortable journey for passengers and crew.
John Hicks, LRs VP for Global Passenger Ships and
American Business Development, said: Winning
this groundbreaking contract is yet another
example of how LR is moving towards its aspiration
to be a marine advisor and innovator.
There was a huge effort put in by teams in both
Spain and the Netherlands who really demonstrated
Marines customer-centric values to understand the
clients challenges and win this exciting contract.
LNG-powered icebreaker built by Finlands Arctech Helsinki Shipyard.
Photo credit: Liikennevirasto/Flickr under Creative Commons Licence http://bit.ly/1cfOzXY;
Signing of ULCS agreement at Posidonia: (l-r) Apostolos
Poulovassilis, Regional Marine Manager EMEA, Lloyds
Register, Richard Sadler, CEO, Lloyds Register, J.H. Ko,
President and CEO, DSME, Evangelos Marinakis, Chairman
of the Board of Capital Product Partners LP, Y.Y. Koh, Senior
Executive Vice President, DSME, and Jerry Ventouris, Chief
Commercial Offcer, Capital Maritime & Trading Corp
Pictures show: (left) Computer-generated image (CGI) of an LNG-fuelled dry bulk carrier designed by Swedens Eric Thun
and classed by Lloyds Register; (right) CGI of dual fuel car carrier project for Norways UECC
Lloyds Registers gas expertise
stems from decades of LNG carrier
classifcation leadership and
understanding the ship-to-ship (STS)
transfer of LNG. STS has been a principal
area of development for large-scale
transfer of gas and is an important
experience. Risk leadership undertaken
for bunkering operations at the Port of
Stockholm to support the high-volume
bunkering required for the Viking Grace
passenger ship project, now successfully
in operation, carrying 2,800 passengers
between Stockholm and Turku, has
helped set the template for LRs
involvement in projects for ports like
Singapore and Portsmouth.
12 13
LNG bunkering frst for UK
LR achieved a notable frst recently when a
project to identify the technical specifcations
and operating procedures needed to make
Portsmouth International Port the UKs frst LNG
bunkering port began this summer (see News,
page 6).
Brittany Ferries latest newbuild ferry, which
is gas fuelled and ftted with GTT membrane
technology and scheduled for delivery in 2016
(see LRs March 2014 Gas Technology Report
at www.lr.org/gas), will call at Portsmouth
where LNG bunkering will take place. Brittany is
converting three existing ships to LNG power too.

Kalvin Baugh, Portsmouths Deputy Ferry Port
Manager, said: With changes in the regulations
governing emissions, it is clear that in the future
more shipping will be fuelled by LNG. To help
safeguard the port and meet the needs of our
customers, Portsmouth International Port needs
to be able to offer this facility. Safety is of course
the main priority, and we are delighted that
Lloyds Register has agreed to help us identify the
technical specifcations and operating procedures
that will help to deliver this.
Computer-generated image of Brittany Ferries LNG-powered ferry which will be bunkering at Portsmouth International Port
BC Ferries orders a gas-fuelled trio
Another Canadian operator, BC Ferries, is building
three dual-fuelled passenger Intermediate Class
ferries to be classed by LR. The vessels will be built
at Remontowa Shipbuilding S.A. in Gdansk, Poland.
Bud Streeter, President of LR Canada, said: This
project is the culmination of a great deal of hard
work. The outlook is good for LNG in Canada
there is availability of Canadian gas at highly
competitive prices, so commercially this is looking
like a smart decision for BC Ferries. Our job was,
and will be, to help ensure safety and reliability in
the design, build and the bunkering and operation
of these ships.
Passengers are the most valuable cargo so we
will endeavour to contribute to the safe operation
of these ships. LNG can provide signifcant
environmental benefts and, as BC Ferries is well
aware, safety comes frst. We are pleased to provide
BC Ferries with our assistance and expertise.
Mark Wilson, BC Ferries Vice President of
Engineering, said: BC Ferries is very pleased to have
LR as the classifcation society on these new
Intermediate Class ferries. LR has had a strong
relationship with BC Ferries over the years and has
the necessary experience and presence in Canada as
we make this important transition to LNG-fuelled
ferries.
The vessels will be the frst dual fuel capable ferries
using Liquefed Natural Gas (LNG) or diesel fuel
for propulsion and power in the BC feet. This is
an exciting initiative for BC Ferries that can reduce
upward pressure on fares due to lower fuel costs
for LNG, and reduce the environmental emissions
substantially as LNG is a cleaner and greener fuel
compared to current alternatives, added Wilson.
The ferries will be built to LR Rules, with LRs
surveyors surveying the ship during construction
to check for compliance and, once the ferries have
met LR class requirements and placed in service, LR
will survey them at regular intervals through their
operational lives. In addition, BC Ferries has drawn
on LRs LNG fuel expertise to support overall risk
management of the project and so help ensure the
safety of bunkering and all LNG operations.
A 133-metre-long LNG-fuelled and LNG-classed ferry
was launched at Fincantieris Castellamare di Stabia
shipyard near Naples in July. The vessel represents
the latest generation of ferry that Fincantieri is
building for Socit des traversiers du Qubec (STQ),
a Qubec government corporation that operates in
maritime passenger transport.
The ship, F.-A.-Gauthier, is named after Flix-Adrien
Gauthier, mayor of the Canadian town of Matane
from 1960 to 1963 and founder of the Matane
Godbout ferry route.
F.-A.-Gauthier is scheduled for delivery in late 2014
in Canada and represents a genuine technological
revolution.
It will be the frst ever gas-powered ferry built in
Italy and the frst such vessel to operate in North
America. The vessel adopts the most advanced
solutions in terms of energy saving and low
environmental impact, enabling a major reduction
in emissions of CO
2
(carbon dioxide), NO
x
(nitrogen
oxides) and SO
x
(sulphur oxides, which will actually
be reduced to zero).
First LNG-powered ferry for North America
In fact, this ship is equipped with a unique
integrated diesel electric propulsion system similar
to modern cruise ships, but the four diesel power
generators are dual fuel running on either gas
(liquid natural gas LNG) or marine diesel oil.
Gianpaolo Dalla Vedova, Lloyds Registers Marine
Operations Manager for Italy and South East
Europe, commented: The ferrys propulsion system
is equipped with counter-rotating propellers and
transverse propellers which make it exceptionally
manoeuvrable. Together with a complex and
extensive system of ramps and doors at both bow
and stern, the vessel can be loaded and unloaded
very quickly.
F.-A.-Gauthier will have a service speed of 20 knots
and will be able to carry more than 800 passengers.
The ferry will be used in the Province of Qubec,
transporting more than 205,000 passengers and
over 118,000 vehicles a year.
Gianpaolo continued: F.-A.-Gauthier will also be
able to operate in the Gulf of St. Lawrence, known
for its adverse weather conditions. This is thanks to
its innovative bow and stern, designed by Fincantieri,
and its Ice Class Notation which mean the vessel will
be very capable of breaking through ice.
STQs LNG-fuelled ferry
14 15
The evolving demands of global shipping
World trade is now totally reliant on safe, secure
and effcient container shipping. Without it,
the connected global economy simply could
not function. It is a constantly evolving feld.
The emphasis of ship designers and operators
in recent years has been on reducing shippings
environmental impact. This is certainly vital in
both ecological and economic terms, but must
not overshadow the similarly essential challenge:
ship performance and effciency are founded on
assurance of the hulls structural integrity.
Why does structural integrity continue to
be such a concern?
One might assume that most structural issues had
been solved years ago. The problem persists because
of changes of scale: the rules for small container
ships cannot be increased linearly to larger ones.
Big ships are different and present new challenges.
An extraordinary rate of increase
Even when the large container ships of the early
1990s broke through the 4,000 teu barrier, no one
could have predicted the degree to which sizes
would further increase or the speed with which it
would happen. Today we are looking at designs for
20,000 teu ships a fve-fold increase in little more
than 20 years.
Is the end in sight?
22,000 teu might currently seem to be about the
limit. Increased beams and higher stack heights
would require signifcant changes in port capability
(gantry outreach, for example) and container
strength. Nevertheless, the trend is towards
continued growth. 24,000 teu and beyond? Such a
revolutionary shift should surprise nobody.
The challenges are already urgent
The sea can be a hazardous place for ships of any
size, with increased dimensions bringing their own
structural risks. Furthermore, as sizes increase, so do
the potential losses involved in a single hull. Recent
large container ship losses due to structural failures
have highlighted the issue. MSC Napoli and, most
recently and signifcantly, MOL Comfort, provide
prominent examples. Just one such loss erodes
savings in capital, effciency and environmental
protection across hundreds of ships, and insurers
New generations of safe, secure
Lloyds Register is helping develop new generations of safe, secure
Getting ship structures right
and fulflling our mission to
beneft shipping and society
Lloyds Registers Structural Analysis &
Hydrodynamics Team, part of Marine
Technology & Engineering Services based
at LRs Global Technology Centre (GTC) in
Southampton, is the team researching the
challenges of container ship structures. The
team is part of the wider group, based in
Southampton but working with design support
colleagues worldwide, who are giving meaning
to Technology through pure research, leading
to the technical understanding that leads to the
effective classifcation rules that the shipping
industry demands.
Our new Marine Technology Report 01: What is the
future of shipping? reviews what is required to build
a new generation of safe, large container ships
become concerned about the concentration of risk
in one hull. With further increases in ship scale on
the horizon, understanding the forces at play is
more critical than ever.
Our mission is to beneft shipping and society
Over the years Lloyds Register has relentlessly
kept pace with the changes, continually investing
in research and development to measure and
understand the forces involved. Quite simply, as
ships get bigger, we enable ship designers, builders
and operators to make the best possible commercial
decisions based on the best possible technical
insight.
Understanding the risks
Modern container ships have very large deck
openings, long, fne hull forms, a large bow fare
(the projection of the forward deck outwards
above the waterline) and operate at fairly high
operational speeds (roughly 18 knots or over). They
must, of course, meet the structural strength and
fatigue requirements imposed by all sea conditions.
While the basic rules that underpin container ship
structural strength are well established, as ship sizes
increase, new challenges emerge making continued
research into the implications essential. To some
extent, the scales now possible mean we may be
moving beyond the gradual evolution of ship rules
to a revolution in rule development.
Our understanding of container ship
structures addresses the critical challenges
and identifes the ships at risk
Lloyds Registers research on large container
ships has been ongoing over the past decade and
includes a full-scale measurement programme
conducted over fve years on a large container ship.
This research has helped to identify the challenges
faced by builders and operators of such ships
and ensure that the ships structures are properly
designed and remain within acceptable limits
throughout their operational lives. More generally,
Lloyd Registers research and operational experience
has provided the tools to properly and effectively
assess the forces involved in large container ship
operation and thereby provide the appropriate
rules and guidance.
New container ship rules based on extensive
research and operational experience
Lloyds Registers 2014 container ship rules have
had major revisions, which explicitly address the
principal design challenges mentioned above.
Effective Rules, supported by a new
Procedure for ships at risk
Lloyds Registers updated Container ship Rules
came into effect in July 2014. These are supported
by the development of new Lloyds Register
ShipRight Procedures covering whipping and
springing for ships at risk.
This means that when ships are built to Lloyd
Registers Rules there is a mandate to follow the
ShipRight Procedure.
For the bigger picture on the risks and solutions
involved in building large container ships, ask
Lloyds Register for a meeting.
Guidance notes on the
assessment of global
design loads of large
container ships and
other ships prone to
whipping and springing
16 17
Container ship technology
Lloyds Registers growth in Germany has very
much mirrored the success of the German
economy. A period of continued expansion has
meant we needed to fnd larger premises to
house our growing team at our Hamburg head
offce. The result is a grand suite of offces in
the 23-storey HTC (Hanseatic Trade Centre)
tower overlooking the port of Hamburg.
In this special SMM issue, we introduce the key
members of our Hamburg management team and
interview two specialists in their twenties and what
they have to say about shipping both present
and future. So sit back and enjoy this German
supplement and the cross-section of stories we have
produced for you about German companies making
a difference in their respective sectors.
The Hamburg team is headed by Jrgen Gerdes,
Marine Business Development Manager for the
Central and East European Area (CEA), with Thomas
Aschert, Marine Operations Manager (CEA), and
Robert Sluijter, Area General Manager and Area
Financial Controller (CEA).
Jrgen is responsible for Consultancy, Marketing
and PR as well as New Construction, Fleet Services
and Marine Business Development. He moved to
Moin Moin Hamburg
LR in May after more than 20 years with Wartsla,
latterly as a Strategic Account Manager responsible
for VIP clients and energy effciency challenges
in shipping. He also created the idea of selective
turbocharger cut-off for main propulsion engines.
Thomas is in charge of the Marine Operational
Field and Technical Support Staff at the Hamburg
Technical Support Offce (TSO), Marine Management
Systems and the Marine Operational Support Offce
in CEA; while Robert has overall responsibility for
Finance and Shared Services in CEA.
The other key members of the team are: Steffen
Gau, New Construction Business Development
Manager; Jrg Hnig, In-Service Fleet Manager;
Uwe Bollwinkel, Yachts & Naval Segment Manager;
Denis Bauer, Area Financial Planning & Analysis
Manager (Marine); Will Andreas-Dagobert,
Communications and Marketing Manager; Claudia
Ohlendorf, Contract Manager for the Business
Development Department; Jrgen Rischmann,
Deputy for Marine Field Operations; Michael Pohl,
Senior Surveyor in Charge; Brit Ewerlin, Head of
Marine Operational Support Offce; Manuel Ortuno,
Technical Support Offce Manager.
Jrgen Gerdes (centre)
Marine Business
Development Manager
(CEA)
Thomas Aschert (left)
Marine Operations Manager
(CEA)
Robert Sluijter (right)
Area General Manager and
Area Financial Controller
(CEA)
Meet the team
We profle the LR team in Germany and success stories in German
shipping from innovations in the dry bulk sector to German
shipbuilding and design and new methods of ship management plus
some exciting developments in the yachting industry
Steffen Gau, New
Construction Business
Development Manager
Jrg Hnig, In-Service
Fleet Manager
Uwe Bollwinkel, Yachts
& Naval Segment
Manager
Denis Bauer, Area
Financial Planning &
Analysis Manager (Marine)
Will Andreas-Dagobert,
Communications and
Marketing Manager
Claudia Ohlendorf,
Contract Manager for the
Business Development
Department
Jrgen Rischmann,
Deputy for Marine Field
Operations
Michael Pohl, Senior
Surveyor in Charge
Brit Ewerlin, Head of
Marine Operational
Support Offce
Manuel Ortuno,
Technical Support Offce
Manager
18 19
The German team
Three qualities stand out above all others in the
six years Dietmar Bondzio has spent at Lloyds
Register. They are, he says, The variety of work,
the opportunity to see different parts of the marine
industry and working with a lot of enthusiastic and
spirited people.
Dietmar joined LR Hamburg in 2008 after
gaining a degree in electronic engineering from
Hamburg University of Applied Sciences and
the Nordakademie Elmshorn and working with
electrical power distribution and navigation/
communication systems in the marine industry.
As a Senior Specialist for New Construction,
Dietmar is responsible for plan approval, type
approval and occasionally onboard surveys of
newbuilds. In 2011, Dietmar was relocated to
Shanghai where he worked on a variety of ship
types bulk carriers, container ships, MPVs, VLCCs,
chemical tankers, LNG carriers and naval ships
built in local Chinese shipyards.
After a spell back in Germany, Dietmar was
transferred to the Toronto offce to train newly
employed LR surveyors on the techniques and
application of electro-technical systems. Just
as I have developed my career at LR, I get great
satisfaction from helping other surveyors evolve their
careers and improve their decision-making ability and
judgement based on sound technical knowledge.
I get great satisfaction from
helping other surveyors
evolve their careers.
Dietmar Bondzio
Senior Specialist for
New Construction
Dietmar moved back to Shanghai for a second
spell working in the technical support offce in the
summer. The LR staff in China work extremely hard
and effciently and its a pleasure for me to work
with this team again.
Working at LR has given me the scope and
freedom to develop different interests and to move
into new felds of engineering plus of course the
technical know-how gained from working with
German manufacturers, adds Dietmar.
Sara Baftechi has worked as a Technical Support
Offce Specialist at Lloyds Registers Hamburg offce
for the past fve years. She is mainly involved in the
appraisal of offshore cranes and lifting appliances
which I fnd very challenging, particularly with the
emphasis on safety in the offshore sector, she says.
Although the equipment we inspect has already
been appraised by a team of engineers, we are like
a second pair of eyes to make sure everything is in
its place and to check for areas of improvement.
Some appliances are straightforward, some are not
and each project has its own challenges, Sara says.
Sara originally joined the Hamburg offce on
a three-month contract. I really liked the
atmosphere of the city and the general German
working environment. Also my Lloyds Register
colleagues were very supportive and I found the
work very rewarding, so when a job offer came up
in Hamburg I decided to take it, says Sara who
originally joined Martec in Canada in 2008 as a
trainee shortly before it was bought by LR.
Since I have been in Hamburg I have watched the
offce grow from fve employees to 11 or 12 and the
work continues to get busier and busier, she says.
I fnd that working in a mainly mans world, is
a question of confdence and acceptance and
defnitely not competence! Thankfully more and
more women are entering this feld and in the
Hamburg offce over the past fve years the number
of women in the technical sector has almost tripled
which is a big step forward.
The number of women
in the Technical Support
Offce has almost tripled
in the past fve years.
Sara Baftechi
Specialist at Hamburg
Technical Support Offce
While engineering and the marine business
have traditionally been more of a mans domain,
this tradition is now changing towards a more
homogenous working environment which everyone
will beneft from.
Adds Sara: Working here gives me a real chance to
explore other felds that LR is involved in for the
past 12 months many of my colleagues have been
doing appraisal work on pipe-laying vessels and
seabed installations and I am really keen to develop
my project management skills as well as carrying out
business assurance and consulting work.

Two young LR Hamburg specialists discuss their careers and aspirations with Horizons
20 21
The German team
Jan Scharffetter, Oldendorff Carriers Fleet Manager
Oldendorff Carriers Jan Scharffetter has risen through the ranks
to a senior position with the bulk carrier. Ask him a question about
anything from Capesizes to hopper selfunloaders and hell invariably
know the answer. He shared some of this knowledge with Horizons.
When Fleet Manager Jan Scharffetter joined
Oldendorff Carriers as chief mate on one of
its bulk carriers in 1996 it was a respected
shipping company with an operating outft
based in the north German port city of Lbeck.
However in a very short 18 years Scharffetter has
seen the company grow into one of the worlds
leading dry bulk operators with a feet of 450 to
500 chartered and owned vessels, 18 global offces
and a staff of 2,100. Founded by Egon Oldendorff
in Hamburg in 1921, the company was operating
13 steamships trading in dry bulk by the 1940s and,
after earning a growing reputation as a carrier of
Baltic bulk and forest products, became Germanys
largest bulk shipowner in the 1980s.
Company philosophy
In 1984 Egons son Henning became Oldendorffs
majority shareholder. Five years later he opened a
second offce in Asia and in 1995 started Concept
Carriers, a separate cargo and parcel operation,
merging both companies into Oldendorff Carriers
in 2001. Interestingly, Henning Oldendorff
introduced a philosophy of what he calls bottom-
up management, delegating much of the decision-
making to the employees who work closest to the
companys clients and suppliers and thus creating a
powerful young team.
We continue to use the bottom-up approach so
that everyones views are considered which enables
us to reach decisions very quickly. We also have
open-plan offces to promote the concept of team-
working. We are a very client-oriented company. We
often need to fnd logistical solutions for companies
in transhipment and combine these with our core
business of ocean-freight-carrying, says Scharffetter.
Fleet Manager Scharffetter s career has been as
rapid as Oldendorffs, rising from chief mate to
master and then moving ashore as a superintendent
before being appointed feet manager in 2003. I
have seen many changes since then. We have grown
quickly and been through various fnancial and
organisational exercises till we arrived where we
are today, he tells Horizons.
In 2003 we owned 88 of the ships we controlled,
however between 2006 and 2008 when prices rose
to extraordinarily high levels we took advantage
of the market and sold a lot of them until our feet
of Oldendorff-owned vessels dwindled to about
20 ships. When prices returned to normal levels in
2012 we were willing to invest in ships again. It
was a double-whammy, as both the time was right
and the ships were low-consuming eco-types, says
Scharffetter.
Now Oldendorff has 64 newbuild vessels on order
for delivery between now and 2017 including 24
Newcastlemaxes, 17 ultramaxes, 12 handysize, six
kamsarmax and two transloader vessels. The ships,
some of which are being classed and approved by
Lloyds Register, are being constructed in yards in
China, Korea and Japan. The deliveries will be
evenly spread until 2017 although the peak of the
orders will be delivered in 2015, he says.
The markets have been
very volatile even
though the dry bulk sector
has not been hit as hard as
the containers sector.
Jan Scharffetter
22 23
Oldendorff Carriers
Newbuild orders
Historians will probably trace the frst phase of the
companys recent growth back to 2002, the year
before Scharffetter took over as manager of its
feet. Oldendorff designed and built a foating coal
transhipment terminal in the Gulf of iskenderun in
Turkey aided by two hopper selfunloading units and
two pusher tugs. Around three million tonnes of coal
are discharged annually, mainly from Capesize vessels
from Colombia and South Africa, at the isken terminal
before being shipped to a nearby power station.
Since the isken project, the company has started
transhipment terminals in Guyana, the Arabian Gulf
and Trinidad and operates seven selfunloading bulk
carriers. Oldendorff has its own dedicated team that
oversees the delivery of the correct equipment for
its transhipment clients. Most of these projects are
highly technical as they need specialist technology
and need to respond to a clients varying demands.
If a client needs a special type of transloader the
project department liaises with the newbuildings
section and makes sure it is built and delivered,
says Scharffetter.
Bisect the globe
Just as Oldendorffs transhipment projects are set up
in response to client demand, the bulk carriers offces
which bisect the globe from Singapore to Melbourne
and Vancouver to Cape Town are opened close to
its specialist clients too. We arrange our offces like
satellites so as to be close to our clients and their
specialist needs and interests, says Scharffetter.
With its expansion into new global markets,
Oldendorff recognised the need to forecast
trends and anticipate an often changeable global
economy. So, four years ago the company opened
a specialist unit in Singapore where a team of
14 employees study such felds as global mining
activities, changing weather and sea states,
infrastructure, the global economy and the latest
commodity and dry bulk activities.
What has also been especially important with the
enormous number of rules and regulations that
have been introduced in the shipping industry in
the past few years and the amount of paperwork
we have to deal with on a daily basis is to work very
closely with the main classifcation societies like
Lloyds Register with whom we have a very strong
relationship to make sure we stay on course with
our various activities.
The markets have been very volatile even though
the dry bulk sector has not been hit as hard as the
containers sector. Because of this we have purposely
not burdened ourselves with a lot of expensive ships,
although we have made sure we have our company-
owned feet of vessels as a hedge against market
forces and changes, as well as responding to the needs
of our clients, adds Oldendorffs Fleet Manager.
Sherry Li, LRs Lead Client Relationship Manager,
Hamburg, says: As the dedicated point of contact
for Oldendorff Carriers, LR Germany has been
working together with LR China in providing design
selection, yard selection and design optimisation
support to their special needs for various bulk
carrier newbuilding projects. Currently there
are twelve 64K ultramaxes at CSC Qingshan, six
Kamsarmaxes at Jingling, two 94K transloaders at
Yangzijiang and two 97K eco post-Panamaxes at
JEHI on the orderbook to LR class.
Major surveys
Jrg Hnig, LRs Hamburg-based In-Service
Fleet Manager, says: We have worked with
Oldendorff Carriers for many years and we have
a good relationship with Jan Scharffetter and his
superintendents. We have supported them in the
preparation of major surveys such as class renewal
surveys and also by giving advice in respect of
the implementation of new rule and convention
requirements. Oldendorff Carriers is highly
specialised in the dry bulk business and operation
of bulk carriers so that we too beneft from their
knowledge and experience.
Oldendorff Carriers
ultra-modern HQ in Lbeck
The hybrid selfunloader Alice Oldendorff
discharging at Brooklyn Navy Yard, New York, USA
Lloyds Register has a thriving number of orders for
bulk carriers from German owners. Of a 100-strong
orderbook between July 2012 and June 2014, 73
vessels were bulk carriers or almost three-quarters
of the orders were for German owners to be built
at Chinese, Korean and Japansese shipyards.
Jrg Hnig, LRs In-Service Fleet Manager, Hamburg,
said: We are trying to assist our bulk carrier owners
to cope with the diffcult trading conditions. One
issue is the fexibility of the vessels to carry a wide
range of different cargoes.
We are currently working with one of our clients
on a project to allow their bulk carriers to carry
cargo on deck for which the vessels were not
designed at the new construction stage. Another
project has meanwhile been completed where the
vessels were investigated for sailing on a deeper
draught which ultimately led to an increase in the
vessels deadweight. Both solutions help the owners
make their vessels commercially more attractive and
fexible.
Jan Scharffetter profle
Birthplace: Born in Lbeck in 1963
1996: Joined Oldendorff as chief mate and later master on Panamax
and Handysize vessels
1997: Promoted to superintendent
2003: Appointed to his current position as Fleet Manager
2007: Became a board member of Oldendorff Carriers
Germanys Oldendorff Carriers is one of the
worlds largest dry bulk operators. It controls
a feet of 450-500 chartered and owned ships
ranging from Capesize to Handysize vessels,
reloaders and unloaders. Every year it transports
around 300 million tonnes of raw materials and
semi-fnished products to global ports. Founded
in 1921, it is privately owned by the family
holding company, Egon Oldendorff, and has a
network of 18 offces at key ports and trading
cities throughout the world.
Oldendorffs interests are many and diverse. It is a
leading carrier of steel cargoes and steel products
from aluminium as bars, to industrial metals
and construction materials to windmill towers
and blades. It also carries an extensive range of
drybulk commodities including coal, petcoke and
other minerals, grains and agriproducts, cements,
forest products, scrap, concentrates and fertilisers.
The company specialises in fnding logistical
bulk-carrying solutions for its clients. Since 2002,
it has run transhipment operations in Turkey,
Guyana, Trinidad and the Arabian Gulf, enabling
its clients to use larger ships in shallow waters.
As its website www.oldendorff.com explains:
High ocean transportation costs and increasing
throughput requirements combined with factors
like
draft limited ports, lack of port loading or
unloading facilities and local environmental
restrictions are driving shippers and receivers to
think in terms of tailor-made logistical solutions.
A growing percentage of the Lbeck-
headquartered companys feet is run on index-
based foating charter or bareboat charter
instead of pool employment. Vessels of all sizes
are chartered with the daily rate determined
by the average time charter routes of the
corresponding Baltic indices. Floating charters
offer continuous employment and owners are
able to immediately beneft from market upturns.
Lloyds Register and the German bulk carrier market
Oldendorff Carriers: a company portrait
24 25
Oldendorff Carriers
After many years as a builder of
ro-ro vessels, one of Germanys
main shipyards is moving into a
new sector specialist vessels
starting with a dual-power ferry
for a Scottish owner
FSG delivers hybrid
fuel-saving ferry
Computer-generated image of Loch Seaforth
A new ferry that is faster, 30% more fuel-effcient
and has more environmental features than
its predecessors has been built by Germanys
Flensburger Schiffbau-Gesellschaft (FSG) shipyard
in Flensburg.
The 118-metre-long passenger and vehicle ferry,
Loch Seaforth, which is due to be delivered
this month (September), is another complex
newbuild vessel for the shipyard which after
many years of building ro-ro cargo ships is
focusing on specialist vessels for a growing
international network of owners and operators.
A distinctive aspect of this particular newbuild,
developed jointly between the vessels prospective
owner, Scotland-based Caledonian Maritime Assets
(CMAL), and the shipyard, is its propulsion and
power generation concept.
The ferry is propelled by MAN Diesel & Turbo
controllable-pitch Kappel propellers. As part of the
vessels concept, she can switch to onboard auxiliary
propulsion when at berth or else manoeuvring in
port. The ferry is then powered by a direct diesel-
mechanical drive routed through a shaft generator.
Loch Seaforth, which will carry up to 700 passengers
and 143 cars and 20 commercial vehicles on a 24-
hour axis, can travel at speeds of up to 19.2 knots
almost two knots faster than the two ferries the
new vessel is replacing on the route it will serve
between Stornaway, on the Hebridean Isle of Lewis,
and Ullapool, on the north-west coast of Scotland.
Lloyds Registers Hamburg and Kiel offces have
been involved with the newbuild ferry project from
the outset when the vessel was originally specifed
and planned by CMAL, the Glasgow-based operator,
CalMac Ferries and FSG. Raimon Strunck, FSGs Vice
President (Sales), told Horizons: We approached
Lloyds Register right from the start, in the spring of
2012, parallel to the tendering process and before
the contracts were signed.
26 27
Loch Seaforth
LR helped to supervise the planning of the vessel
and approved the design after we undertook
model testing in Hamburg. The various teams
then studied the sea state of the route the ferry
would be taking between the Isle of Lewis and
the Scottish mainland. We then assessed the
hydrodynamic features the vessel would need
to cope with the wind, waves and swell that it
would face, so as to give it maximum seakeeping
performance on the route.
We also studied the routes changing weather
conditions using our own inhouse simulation tools
and the weather and wave data from the vessels
operator CalMac Ferries. One feature, which is
peculiar to the area that we needed to deal with
at the design stage, was the slamming impact of
the waves as they grow in size off the coast of
Stornoway on the Isle of Lewis. So we devised some
special technology that enables the vessel to pierce
the waves with the aid of fn stabilisers to give
maximum comfort to the onboard passengers at the
same time.
Added Strunck: The ferrys hybrid concept saves
the owner and operator around 30% of their fuel.
One of the many merits of auxiliary power is that
it enables the vessel to provide electricity and air
conditioning in the public areas when passengers
are embarking or disembarking while the vessel is
in port. It also provides onboard power for the crew
and shipyard teams when the vessel is undergoing
maintenance work.
FSGs Vice President (Sales) Raimon Strunck LR Engine Surveyor Michael Naujocks
in the engine room of Loch Seaforth
Specialised vessels
Engine Surveyor Michael Naujoks from Lloyds
Registers Kiel offce said: This has been a very
challenging project especially as the shipyard
is now expanding into specialised vessels and
moving away from their ro-ro cargo ships. The
newbuilding has also been assigned to help update
and train LR surveyors on the project as you need
special surveying skills to cope with new concepts
like this one.
I have been involved with a number of ro-ro cargo
ships at the Flensburger shipyard, but this is the
frst time I have worked with Flensburger on such a
specialised passenger and vehicle ferry.
LR has classed various newbuilds at the FSG
shipyard including a series of signifcant ro-ro
cargo ships for renowned Scandinavian and
other European owners. We have a very good
relationship with Lloyds Registers site team at the
shipyard, said Strunck.
The new hybrid ferry was named Loch Seaforth
after it won 40% of the votes in a competition
that CMAL organised last year. It is named after a
sea loch between the Scottish islands of Lewis and
Harris.
It was launched in March 2014 with a specially
labelled bottle of Gordon and McPhail single malt
whisky and named by Ms Joan Murray, eldest
daughter of Captain John Smith, Master of the
original Loch Seaforth, a MacBrayne mailboat
that linked Stornoway with Mallaig and Kyle of
Lochalsh between 1947 and 1972.
The ferry will operate between Stornoway
and Ullapool and has a greater capacity than
the previous two ships serving the route.
At the launch, the then Chairman of CMAL,
Grenville Johnston, said: The launch is a very
exciting stage of MV Loch Seaforths build and
it is wonderful that we are also joined by the
competition winner, Mary Davidson, who helped
name the vessel.
It is a fantastic new addition to the feet and will
serve one of our communities for many years to
come. Today demonstrates CMALs commitment
to providing lifeline ferries to communities on the
Western Isles and the west coast of Scotland.
At the launch, Keith Brown, Scotlands Transport
Minister, said: The vessel will offer passengers,
cars and commercial vehicles using the
Stornoway-Ullapool route a faster, quieter and
more comfortable service and has been designed
to accommodate the forecast demand on the
route. I am sure the vessel will serve the future
needs of all local users and the many visitors to
the Western Isles. I look forward to the MV Loch
Seaforth taking to Scottish waters later this year
and making use of the planned harbour upgrades
at Stornoway and Ullapool.
Vessel specifcations:
LOA: 116 metres
Beam: 18.4 metres
Service speed: 19.2 knots
Passengers: 700
Cars: 143
Commercial vehicles: 20
Classifcation: Lloyds Register 100A1 Passenger
and Vehicle Ferry, Domestic British Waters EU (b),
LI, *IWS, ECO (IHM), LMC, UMS, NAV1, PCAC22,
ShipRight (SCM, SERS)
Aerial view of the FSG shipyard
Loch Seaforths recent history and specifcations
28 29
Loch Seaforth
H. Vogemann, one of Germanys oldest
and most respected shipping companies,
celebrated its 125th birthday in 2011 with
a grand reception and party at the famous
Hauptzollamt, the historic red-brick building
once used as Hamburgs main customs hall.
At the ceremony, Vogemanns Managing
Director Udo Wiese said the company had
survived two world wars and several shipping
crises since it was founded in 1886 by Johann
Heinrich Vogemann with a barque called
Western Chief and two small cargo steamships.
Wiese told more than 250 guests including
shipowners, charterers, bankers and brokers that
with its eight managing partners and dedicated
team of employees, Vogemann was set for further
growth and paid tribute to the continuing support
of the companys charterers. And commenting on
the companys longevity, guest of honour Ralf Nagel,
Managing Director of the German Shipowners
Association, said: In Hamburg we do not think in
terms of quarterly reports but in generations.
To mark the event, the company published a history
called 125 Years H. Vogemann, which includes a large
section by Richard Vogemann, son of the founder.
Reinvented
After 1886, the company grew and by the 1940s
had won a reputation as one of Germanys
leading service providers in the dry bulk shipping
sector. By the 1990s, Udo Wiese, the companys
new Managing Director and senior shareholder,
reinvented Vogemann as a shipowner again,
building it up into a dry bulk consortium with a
feet of 2 million dwt.
Another Hamburg-based company with a
signifcant history in the dry bulk sector is Reederei
Roth. Founded by Josef Roth in 1972, the company
originally specialised in cargo and ro-ro vessels.
It later moved into bulk carrying, buying its own
feet and providing full management for its own
vessels as well as technical management for other
company feets, particularly those with Capesize
and Panamax carriers.
German bulk carrier trio launch
ship management company
A Hamburg partnership that bodes well for shipowners and operators
expanding their feets and planning for the future
Just over 10 years ago, Reederei Roth took over the
technical management of the Vogemann feet and
moved into Vogemanns headquarters at Hamburgs
Hallerstrasse 40. After a fruitful 10-year partnership,
the two companies, along with Germanys HJH
Ship Management, which operates a feet of
selfunloaders, decided to launch a third-party
technical management company called TSC.
Thorsten Meier, TSCs Joint Managing Director, told
Horizons: We started the company after realising
there was a growing demand from German and
global shipowners and operators for independent
third-party technical management of their feets.
Many dry bulk and other owners are facing
diffculties and sometimes they face problems with
their banks over the handling of their tonnages, so
we decided to pool our specialist knowledge and
expertise gained over many years to form a new
company to help owners deal with their technical
management issues.
Size matters
Another key factor behind the new venture
was size. While many of the ship management
organisations are very large, we are a smaller, more
compact unit and are able to use our skills to work
very closely with our individual clients and so build
up one-to-one relationships with them. Unlike TSC,
many of the large ship management companies do
not own their own tonnage and so do not know
the problems that owners face, said Meier.
The TSC team is led by two MDs, Thorsten Meier
and Karl Mohr, with a feet manager and four
superintendents plus an operations team that
includes a newbuild supervisor and crew manager
and a global network of technical inspectors all
trained in quality, safety and environmental (QSE)
management. One of our key principles is to have
one technical inspector for a maximum of fve
vessels so we can provide a full one-to-one service
for individual owners. Depending on how much
we grow, we plan to recruit more employees in the
future, said Meier.
Drawing on the specialist expertise of the three
partners, the services TSC offers include ship
inspections, technical management including ISM,
the conclusion of sales contracts, the supervision
of newbuilds, purchase and sales processing and
accounting, ship registration, crew resourcing,
day-to-day operations, insurance and energy
effciency consultancy.
We will also be able to advise owners on such
factors as the current state of the shipping market,
support and help them make plans for the future,
help develop their feets and decide whether they
should opt for consolidation or growth. And help
owners make plans for new construction in the
short- as well as longer-term, said Udo Wiese.
Special package
Meanwhile, TSC will take over the management of
the Reederei Roth feet of dry bulk carriers. However
it is offering its clients a customised service for all
types of vessel from bulk carriers to container ships
and offshore vessels. Each client can either choose
to take the whole TSC package of services or else
choose one or more of the areas they believe they
need the most help with, said Meier.
TSC Shipmanagement is also expanding its own
portfolio. It recently ordered four Newcastlemaxes
from Jiangsu Eastern Shipyard in China with an
option for four more. It has also bought two 37,000
dwt bulk carriers. The market is slow so now is a
good time to buy ships. We aim to extend our feet
of 17 ships by at least 10 by the end of 2015 and
eventually grow the feet to 40, added Meier.
Jrg Hnig, LRs In-Service Fleet Manager, Hamburg,
said: Lloyds Register has had a longstanding
relationship with H. Vogemann and its associates
and we are very pleased to see the launch of the
new ship management company in partnership with
Reederei Roth and HJH Shipmanagement. We are
assisting TSC in arranging surveys on their vessels
worldwide and updating them on forthcoming
legislation. With the recent new construction order
for Newcastlemaxes, we have provided specifcation
review, advice on suitable shipyards, a capability
statement and advice on future IMO legislation.
To fnd out more about TSC and its services log on
to www.ship-management.de.

The prow of a bulk carrier
30 31
Launch of TSC
The mood among German yachtbuilders and
equipment manufacturers has been distinctly
upbeat in 2014 as orders for larger 70-metre to
90-metre-long vessels continue to grow.
The stronger economy is the main reason for
the upturn, believes Matthias Sablotny, Lloyds
Registers Yachts and Passenger Ships Manager
for Germany. As the leading classifcation society
for large yachts, Lloyds Register has reaped the
benefts of this buoyant market.
Sablotny adds: One of the advantages we have
over other classifcation societies is that we have
very close relationships with the fag states as many
of their surveyors are former LR surveyors. Also, we
have built up a close communication network which
is especially important in the yachting industry
where everybody knows everybody.
Interestingly, not all the recent orders have been for
vessels under the 100-metre-long mark. We have
been approached by quite a few yards and owners
wanting to build vessels of 120 metres or more.
Many of them are from entrepreneurs and families
who are not affected by the economy as well as
Russians and members of royal families, he says.
Lloyds Register has been doing its homework. LR
Germany has steadily increased its staff over the
past few years, attracting an infux of surveyors
for plan approval at the Hamburg Technical
Support Offce (TSO) which works closely with LRs
Copenhagen and Southampton offces. Training
and re-training courses are being held and existing
surveyors are being taught to work on yacht design
approval and certifcation.
We have worked very hard to improve our services
in this feld, while some of the other classifcation
societies have not shown very much interest in the
yacht sector. This has helped us to be successful as the
German market continues to grow, explains Sablotny.
As the global economy grows, so does the number and size
of the yachts ordered by German owners and operators
LR rides a rising
tide of yacht orders
Matthias Sablotny,
LRs Yachts and
Passenger Ships
Manager for Germany
The superyacht TV which was built at
Lurssens Kroger yard in Germany and
is classed by Lloyds Register
LR Germanys surveyors are currently helping to
supervise 12 vessels with an average length of 110
metres that are currently under construction. There
are several national regulatory requirements for
yachts, but the Red Ensign LY3 (Large Yacht Code)
for yachts carrying up to 12 passengers and the PYC
(Passenger Yacht Code) for 13 passengers or more
are used in 95% of cases, says Sablotny.
The future looks good although there is always
room for improvement. A few more yards are either
proposing or planning to move into yachtbuilding
as it is the one of the only shipbuilding sectors left
in Germany apart from naval and passenger ships,
say Sablotny. Almost all the yards in Germany are
involved in yachtbuilding or in supporting the yacht
industry by building blocks and various types of
equipment, and while yachts may be small compared
with other commercial ships, they need a substantial
amount of materials, equipment and add-ons which
makes it a lucrative industry for manufacturers.
It is important for us to keep on improving and
staying ahead of the competition in supporting the
yacht industry as we are currently doing. Figures
from the 2013 Superyacht Report show that globally
we classed almost double the market share of our
nearest competitor with 40.6% of gross tonnage,
compared with their 21.7%. The yachting business
will remain important for Lloyds Register Germany
for the foreseeable future, he adds.
32 33
German yacht sector
L
R
r
id
es a risin
g

t
i
d
e
o
f yacht o
rd
e
r
s
Telling
the Greek
shipping
story
Prolifc author and champion of Greek shipping, George M.
Foustanos, discusses his new book and online museum the Greek
Shipping Miracle from his vast archive of Greek shipping history and
memorabilia at his home on the island of Syros
Alongside the exhibitors at Posidonia in June
this year there was an impressive historical and
cultural exhibition featuring the signifcant
story that is modern Greek shipping. The
Greek Contribution to World Shipbuilding
looked at 140 years of Greek shipping in a
detailed display that showed facts and fgures
as well as a huge selection of pictures from the
Greek shipping history.
The originator, researcher, organiser and promoter
of that exhibition was George M. Foustanos.
The exhibition preceded the launch in July of an
online resource and museum known as the Greek
Shipping Miracle. On 11 July this year, this pioneering
project went live at www.greekshippingmiracle.org
enabling the sharing of images and information in an
invaluable open access resource for all. Accompanying
the online resource is a book, with the same title (see
above right), also written by George M. Foustanos.
Prolifc author
A prolifc maritime author, he is the owner of the
shipping title Argo, the acquisition of which, when it
was a periodical magazine in 1990, started him on his
second career as the chronicler of Greek shipping.
George M. Foustanos is a great champion of the
great story that is Greek shipping. And you can
quickly tell that for him this is a personal and highly
important subject to which he is totally dedicated.
Since childhood he has been inspired by Greek
shipowners, by his family shipping heritage and by
his own experience in the industry. His frst book
about the 100 Liberty ships and seven T2 tankers
acquired by Greek owners after the second world
war set the template for many books to come.
He has now written about 30 books covering Greek
shipping, including the Kings of the Oceans series
and the only business biography of Aristotle Onassis.
Speaking at his vast archive
on his home island of
Syros, George M. Foustanos
explains: People who
conquered the sea are the
protagonists of history. In
the modern era Greeks
have been leaders amongst
shipowning nations.
However the image of
Greek shipping has perhaps
never been either as clear
or strong as it should be
not least at home in Greece
today. I wanted to do
whatever I could to change the image of our industry.
Yes, Greek shipping has had its dark periods. But the
reality is that Greek owners have been incredible
business innovators offering frst class service to
worldwide clients for decades and their reputation for
being operators of mainly secondhand tonnage until
quite recently masks the truth.
Greeks have always been active in ordering new
ships. Nowadays a Greek-owned ship is delivered
almost every two days from Far Eastern yards. And
Greek owners have taken delivery of a new ship
from Japan on average every two weeks since
1952. While in this century a Greek-owned ship
has been delivered in China on average every 6.5
days, he says.
Foustanos cites Greek owners vision in ordering
ships in Germany and Japan in underwriting the
industrial renaissance in those countries and
helping the return to economic health of those
countries after the ravages of the second world war.
Ordering ships in Germany boosted the German
shipbuilding industry that enabled the return of
German steelmaking and the re-industrialisation of
an economy on its knees, he points out.
Aristotle Onassis (left) a legend and
inspirationwith Ludwig Erhard in 1953
Aristotle Onassis is a
particularly important
inspiration and an
exemplar of a breed of
dynamic Greek owners
George M. Foustanos in
his maritime archive
35
Greek Shipping Miracle
George M. Foustanoss archive
incorporates hundreds of
volumes of magazines, books,
registers, pamphlets and tens
of thousands of photographs.
The contents have been sourced
from all over the world and by
acquisitions at auctions, through
gifts and by acquiring important
collections such as that of the
late Laurence Dunn, one of the
most acknowledged maritime
historians. Some of the most
fascinating documents are original
commercial letters and copies of
correspondence between owners
and their brokers, agents, bankers
and cargo interests. For example
letters from a ships agent in
Marseilles, written to his Greek
client, in the Greek language (see
image left). This demonstrates as
well just how important it was that
a French company based in France
was able to communicate with its
clients in Greece. My ambition was
to get, as far as I could, documents
that described things as they were
happening, he says.
In 1949 Aristotle Onassis sent 16 former Canadian corvettes to Kiel for conversion into whale catchers
and a T2 type tanker for conversion to a whaling factory. His world famous yacht Christina was also
converted from a Canadian warship also at Kiel. His whaling feet was crewed top to bottom by
German seafarers as Onassis broke into an industry until then dominated by Norwegian, American,
Japanese, German and British interests. In 1951 he ordered the building of 20 tankers in German
shipyards that were delivered between 1953 and 1955 as did other Greek owners such as Lyras, Lemos,
Niarchos, Pateras, Livanos, Callimanopulos, Pappadakis and Fafalios, while both Onassis and Niarchos
continued to use German crews on oceangoing ships until the end of 1958.
In 2002, Lyras was offered the opportunity to attend the fnal docking, coincidentally in Syros, of a ship
they had ordered at HDW in Hamburg. They took delivery of the ship in 1956 (Lyras had sold the ship in
1977). That ships longevity was a testament to German steel quality and engineering standards in that
post-war period.
An early 20th-century postcard of the island of Syros
A letter written in Greek by a French
ships agent in Marseilles in 1906
An island shipowning heritage
George M. Foustanos comes from a long line of
Syros based shipowners, tracing a shipping heritage
back through great-grandparents from both sides
of his family who owned steamships operated from
Syros in early the 20th century. He himself was
a shipowner, carrying on the tradition but later
breaking with that tradition, to follow his calling.
www.lr.org/horizons
36
Georges other maternal great-grandfather was
Nicolaos Valmas. Originally from Andros, he became
a ships chandler in Syros and, in 1907, acquired
a steamer which was torpedoed and sunk during
the second world war. He went on to acquire and
operate the electricity plant on the island until
it was nationalised in 1959. At that time his son
Antonios established Valmas Shipping, the company
where George M. Foustanos commenced his
shipping career in the early 1970s.
After working in shipping and serving for 15
consecutive years on the board of the Union of
Greek Shipowners, George M. Foustanos took a
step that many interpreted as a step back from the
frontline of shipping, to focus on researching and
telling the the story of his compatriots in shipping.
Given what he has achieved, shipping is lucky indeed
that he took that brave step and is continuing his
efforts to make sure that Greece, and the world,
knows and that future generations will have the
resources to appreciate the incredible story that is
the Greek Shipping Miracle.
Syros
a shipping hub at the
crossroads of the Aegean
At the beginning of the second half of the
19th century Syros was the biggest commercial
centre in Greece and was a magnet for traders,
shipowners and fnanciers. Between 1822 and
1865, the island of Syros was attracting Greeks
from all over the Hellenic world, mainly refugees
from the islands of Chios, Psara and later Kassos,
as well as from the Peloponnese. Hermoupolis,
the main port of Syros, was built in Neoclassical
style, merging Greek Classicism with stylistic
elements from the Renaissance. Many landmarks
today such as the town hall, designed by the
famous German architect Ernst Ziller, the Apollon
theatre designed by Italian architect Pietro Sampo
(a miniature version of the La Scala in Milan),
the public library, Miaoulis Square, and other
buildings, were built during that time.
Hermoupolis became a major centre for ship
repairing and reftting. The Neorion shiprepair
facility, founded in 1861, was the frst of its kind
in Greece. To this very day, it remains a place
where ships are serviced and reftted.
Lloyds Register surveyors at the Neorion shiprepair
facility on Syros
Syros probably reached its zenith during the
age of the steamships. Greek shipowners were
either traders or industrialists who needed
ships, or captains fnanced by those traders or
by bankers. George M. Foustanoss maternal
great-grandfather, Christophis Cokkinos from
Chios, was one of those captains. In 1910 Captain
Cokkinos acquired an 1888-built steamer and
named it Theodoros after his fnancier, the banker
Theodoros Pangalos.
Ten years earlier Pantelis Foustanos had bought
his frst steamship. Pantelis, originally from
Sparta, arrived in Syros in 1867. He became a
textile merchant and industrialist and was a
shareholder in the New Hellenic Steam Navigation
Co. in the mid-1890s.
George with his huge collection of Lloyds
Registers and Greek maritime history
Greek Shipping Miracle
www.lr.org/horizons
Working together
for a safer world
Lloyds Register and variants of it are trading names of Lloyds Register Group Limited, its subsidiaries and afliates.
Copyright Lloyds Register Group Limited 2014. A member of the Lloyds Register group.
www.lr.org/strength
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CD3532_LR_Marine_Advertising_Press_Ads_A4_AW.indd 1 14/08/2014 16:19:33

Horizons September 2014

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September 2014 Issue 41

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